Automatic railroad-gate



F. MAJCHROWICZ. AUTOMATIC RMLROAD GATE.

APPLICATION FILED APR.2I, 1921.

Patented Sept. 20,1921.

6 SHEETS-SHEET 1.

1N VEN TOR.

F. MAJCHROWICZ.

AUTOMATIC RAILROAD GATE.

APPLICATION man APILZI, 1921.

PatentedSept. 20, 1921.

6 SHEETS-SHEET 2- FIG. 2

A ORNEY.

F. MAJCHROWIGZ.

' AUTOMATIC RAILROAD GATE.

APPLICATION FILED API'LZI, 1921.

Pfitflllted Sept. 20, 1921.

s SHEETSSHEET 3.

5% mm bu F. MAJCHROWICZ.

AUTOMATIC RAILROAD GATE.

APPLICATION FILED A PR.21,1921.

1,391,397, PatentedSept- 20, 1921.

6 SHEETS$HEET 4.

- n L g L 1 RX) kg kWh:

Q i a 0; N e a a 1: 9 Mg a w LL I 7 g N lllllllllllllllllllll l|l F, MAJCHROWICZ.

AUTOMATIC RAILROAD GATE. APPLICATION map APR.21.,1921.

F. MAJCHROWICZ.

AUTOMATIC RAILROAD GATE.

APPLICATION FILED APR.21.192I.

1,391,397. Patentedsept. 20,1921.

6 SHEETS-SHEET 6.

I .95; I f I A ORNEY.

UNITED STATES PATENT OFFICE.

FRANK MAJoHRowIcz, OFV-CLEVELANDQ, OHIO.

urel/[Arm RAILROAD-GATE.

Specification of Letters Patent, Patented Sept 20, 1921.

' Application filed April 21, 1921. Serial No. 463,201.

tioning of a gate across'the highway adjacent the railroad track upon the approach of a train in either direction, the device being serviceable in connection with either a single or double track road.

A further object of the invention is to provide an electrical apparatus designed for oaenin and closin ates ata railroadn b t;

crossing and having its operations automatic for taking place when an approaching train is at predetermined distances from the highway crossing.-

In carrying out these objects oscillating gates are preferably stationed for positioning transversely and substantially horizontal above the highway at opposite sides of the railroad track where the track and highway cross each other, these two gatesbeing rendered simultaneous in their operation; preferably bymechanical connections whereby the'automatic operation ofone gate con trols that of the other gate.

There lS'PI'OVlClGCl, in connection with the gates a signal lamp mounted upon each gate, the lamps to be lighted only when the gates are in their operative lowered positions or are moving to and from such horizontal positions. Oneormore audible alarms such as a hell are provided at the crossing which are designed for ringing when 'a train is Tapproaching ineither direction and is a short distance away such as a five-minute run to the crossing, it being observed that. such approaclnng train by closing an elec trical; circuit causes the alarm bell to sound followed by an almost mmediate lowering of the crosslng gates to their horizontaltransverse arrangement with respect to the highway. It is to be understood that my invention includes such control of alarm bells and signal lamps in conjunction with the lowering of the pair of highway gates prior to the passing of the train across the highway and the raising or opening of the gates after the train has passed the highway. 1 V

By employing my device it is impossible for a train to approach within a predetermined .distance of or to cross the highway without lowering the gates and my arrangement further provides that the gate-opening as well as closing mechanism is automatically thrown out of circuit whenever the rails at the crossing are electrically connected, such as by means of a car upon the track, so that accidents are prevented when a car is standing upon the track at a crossing and othertrains approaching in either direction can in no possible way close or energize the circuits which under normal conditions effect the opening and closing of the gates.-

lVith these objects of the invention in view and the results to be accomplished by my invention, the mechanism for carrying out the same in an advantageous manner will be now more specifically described;

In the accompanying drawings forming apart of this application like designating characters refer to corresponding parts throughout the several views and these Will be referred to in the specification fully setting forth the invention as illustrated in the drawings.

In the drawings,

Figure 1 is a side elevation of the mainframe of the device with parts removed, the gate being shown nearly closed,

.Fig. 2 is a top plan view thereof, Fig. 3 is a rear elevation of the same,

Fig. at is an elevational' view of a'forward portion of the machine taken from the opposite side to that shown in Fig. 1,

Fig. 5 is a horizontal transverse sectional view taken through the device, 7

Fig 6is a horizontal sectional view taken through the rotary switch contacts of the automatic regulator, V r

Fig. 7 is a diagrammatic view of the mechanism and electrical connections illustrated primarily for a single track line, a second track being illustrated with the wiring indicated by dotted lines electrically connected for operation by the travel of cars in only. one direction,

Fig. 8 diagrammatically indicates the electrical connections for the double track of convenience in ready reference to the movements of trains upon different sections of the tracks, I have designated the two tracks of ai double-track system as'track X and track Y in Figs. 7 and 8, the track X however in Fig 7, being wired for use as a two-way track and the electrical connections for track Y employed as a one-way track are indicated by dotted lines therein. A roadway R is illustrated in Figs. 7 and 8 cross.-

ing the tracks X and Y perpendicularly with signal towers or housings 10, 10 positioned adjacent the roadway R and at opposite sides of the roadbed with oscillating gates or arms 11, 11 respectively normally in their open elevated positions and adapted for lowering to their horizontal iclosed positions forresting upon opposite posts 12 and 12 respectively as illustrated by dotted lines in Fig. 8;

The mechanism and electrical connections will be described in connection with the twoway single track X shown in Fig. 7 and the arrangement for a double-track line will then be readily apparent, the one-way tracks of a double-track road being each provided with'the operating sections and connections for performing the desired functions during travel only in single and opposite directions upon each track selectively.

The principle upon which the system opcrates includes normally open circuits adapted for closing by the positioning. of a car ortrain noon insulated sections of track such as B, D, U, B, D, C and U, in Figs. 7 and 8. The presence of a train upon either of the track sections B or B results in the ringing of an alarm bell S adjacent the roadway R and preferably at the housing 10 or 10, this being accomplished when a car is positioned'upon either of the track sections B or B. The continued travel of the car from track section B, for instance, to and upon an insulated track section D positioned toward the crossing R or from the track section B to a relatively similarly insulated section D results in the downward movement of the gates 11 and 11 simultaneously to their horizontal. closed positions as illustrated by dotted lines in Fig. 8; The track sections D and D are at a desirable distance from the road crossing R so that the gates 11, 11 have sufficient time to entirely lower either section D or D.

for resting upon the posts 12, 12 before the car or train can come dangerously near to the road R. The approaching train has already sounded the alarm bell at the crossing by bridging the rails. of the track sections B or B prior to causing the gates 11 and 11 'to' lower by bridging the rails of The car will then pass over the road B upon the track section C or C with the gates 11, 11 closed, thereby preventing any traffic upon. the road R across thetracks X and Y until the train has reached av suitable distance away from."

remainder of the tracks and are positioned at the point where the tracks cross the road B. An insulated section U of the track X' is at the opposite side of theroad'R from the track section D and the system provides for the opening of the gates 11 11 to their elevated inoperative positions when a train.

passes upon the section U of the track X when coming from the direction of the road R. .In a similar manner, a carupon the insulated track section U of the. track Y Y closes an electrical circuit whereby the gates 11, 11 which have been lowered by electrically connecting the rails of the track section D, will automatically open to their elevated positions. The. sections U and U are at opposite sides of the road R from: the

sections D and D, respectively. A train upon the two-way track X, Fig. 7,.will only operate to elevate'the gates by section U when they have been previously lowered by a train passing over the section; D in the direction toward the section U and; section U only operates when the gates were lowered'by section D. In other words, a car upon the section U cannot open the gates-11,

11" which have been closed by a car upon. the section D, nor can a 'car upon the section U open the gates which have been previously closed by a car traveling upon the sec tion D. Y

Th ejwlcrm bell.

The electricalyapparatus for? operating the system is preferably inclosed in the housing 10 and is mounted upon a base or other suitable support 13, and includes a top 9 and side plates 14 with forwardly projecting arms 15in which are journaled the pivoting shaft 16fof one of the gates such at 11, the gate 11 being elevated and I lowered by a gear 17 fixed upon the" shaft 16 in constant mesh with a gear 18 carried by the shaft 19 journaled through the arms 15 adjacent the forward and inward extensions 20 of the plates 14. A conducting strip 21 is electrically connected with one rail of each of the separate track sections.

nated E by circuit wires 22 and 23 respec tively while the portions of the same rail constitutingparts'of the sections D and D are electrically connected to the strip 21 by circuit wires 24 and 25 respectively. The portions of the rail sections U and U are electrically connected to the strip 21 by wires 26 and' 27 respectively, and the portion of the rail E in the section C is connected to the strip 21 by a wire 28. A source of electrical supply such as a'battery 29 is connected to the strip 21 bya wire-30 and'to an operating motor 31 for the gates by a wire 32.

The rail F being the companion rail to E in the track such as X has its portions forming parts of the insulated sections B and B electrically connected to a binding post 33 of a rotary switch mechanism 34 upon the top plate 9 by circuit wires 35 and. 36 respectively.

The switch 34 includes a cylindrical body 37 having its axle 38 provided with a lever 39 pivotally connected by a link 40 to a bell crank rocker 41 secured to the shaft 19. The body 37 is formed of insulation and has a conducting plate 42* upon its surface adapted for contactby a spring 43 carried by the binding post 33. A second binding post 44 upon the'top means of which the switch '34 is mounted upon the top 9, has a spring 46 resiliently contacting the body 37. The operating connections between the body 37 and the shaft 19' are such that the two springs 43- and 46 will be engaged by the plate 42 closing the electrical circuit between the springs when the gate 11' has descended a short distance upon its closing movement and the circuit between said springs will remain closed while the gate 11 is lowered and until it again returns to its upright open position when the contacts 43 and 46 return to their circuit opening position as shown in Fig. 1. The alarm bell S is connected by a wire 47 with the binding post 44, the bell S being of any suitable form and preferably positioned adjacent the housing 10. The bell S is connected by a branch wire 48 with a circuit wire 49, the latter being connected to the wire 32 adjacent the battery 29 and whereby the bell S is at all times electrically connected to the strip 21 through the battery 29.

The bridging of the rails E and F in either the insulated section B or B will therefore close the electrical circuit for the bell S whenever the springs 43 and 46 are in circuit upon the plate 42 and as this occurs when the gate 11 is open and unitl of the frame by it has partially descended it will be seen that the bell S will ring whenever. a train enters the sections B, B with the gate 11 open and will continue to ring while the gate travels downwardly with a portion of section of the track. It is obvious that after the train leaves the ringing section of the track, the bell S will cease to operate although upon the return of the gate to open 'the train still remaining in a bell-ringing position the bell may again be rung when the installation is upon a two-way single track as the train will pass the second ringing section after traversing the highway R.

' The signal light.

A similar rotary switch 50 'is-provided for controlling the electrical circuit to a lamp L mounted upon the outer side of the gate 11', the switch 50 having a cylindrical body 51 secured toone end of the shaft 19. A bracket 52 carried by the top 9 has two contact springs 53 and 54 provided with binding posts 55 and 56 respectively. The lamp L is connected by a wire 57 to the binding post 55 while a wire 58 connects the binding post 56 with the strip '21. A branchwire 59 connects the lamp L with the re turn wire 49, whereby the circuit is completedthrough the battery 29 and wire 30 tothe strip 21; I

From this it will be evident that the only break in theelectrical connection for the lamp L is at the switch 51 and the springs 53 and 54 are electrically connected when they are in'contact with a conducting segment 60 of the switch body 51. The segment 60 is brought in position to contact the springs 53 and 54 when the gate 11 is lowered this being accomplished by turning the body 51 with the shaft 19 so that the signal' lamp L will be viewable when the gate 11 is closed over the highway R. J When the springs 53 and 54 are normally upon the insulated body 51 with the gate 11 open, the electrical circuits will be broken and the lamp L will not be lighted.

The gate lowering mechanism.

The mechanism for automatically lowering the gates 11, 11 is brought into engagement by bridging the rails of the insulated sections D and 'D", the electrical connections of the insulated sections of the rail E with the spring 21 by the wires 24 and 25 respectively having been hertofore described. The companion sections of the rail F are connected by wires 61 and 62 respectively with binding posts 63 and 64.

The binding'post 63 is connected by a wire 65 with the binding post 66 of a circuit changer G. The binding post 64 is connected by a wire67 with a binding post 68 of the governor G. The binding post 68 has a companion post 69 upon the governor G which is connected by a wire 7 O to a binding post 71' upon a suitably positioned (illStI'lbllt? ing plate 72. The binding post 66 has a companion post 73 connected by a wire 74 to a binding post 75 upon theplate 7 2. The

distributing plate 72 is connected by, a wire 76 with a safety cut-out overbalanced switch 77, the circuit normally passingthrough said switch 77 and a wire7 8 to theoperating motor 31 which ;is connected to the battery.

29 by the wire 32 and to the strip 21 by the wire 30.

The train on track X leaving section B, andpassing to section D makes electrical connection between the wires 24 and 61, the wire 61, binding post 63 and wire 65 continue the electrical connection from the wire 24 tothe binding post 66 of the governor Gr. The wire 24 is connected to the strip 21 and through the wire 30, battery 29, wire 32,

' motor 31, wire 78, switch 77, wire 76, distributing plate 72, binding post 75 and wire 74' with the binding post 73 of the circuit changer'G. The post 66 has a spring con- 1 tact 7 9and' the post 73 a spring contact and these contacts have wipingcontact with the conducting segment 81 on the face of a dielectric cylindrical body 82 constitutin the rotary member of the circuit changer and mounted for turning with the transverse shaft 83 of said circuit changer When the, train is upon the section D, the

circuit changer G is in its operative position with respect to the electrical connections of. sections D in the manner heretofore noted by the wiping contact of thesprings 79 and 80 of the conducting segment 81 and from through the motor 31 with the generator binding post.69. The binding post 68 has the spring contact 84 and the post 69 has the spring contact 85 in wiping engagement "with the dielectric cylindrical body 82, of

the circuit changer Gr. -With the train bridging the rails of section D and the circuit changer positioned as heretofore de scribed for causing the current to pass to sections D and D, the contacts 84 and 85 will be in engagement with the conducting segment 81 of the body 82 and, thereby, the electrical circuit of the motor 31 being closed, the motor will operate to lower the gates 11, 11 in the same manner as hereto- The insulated track sections D and D are preferably in a with the section traveling in only onedirection upon each track will lower thegates upon entering the sections D or D whenever approaching the roadway R. The electrical connections' for the second track,designated Y in Fig. 7, are

double track road as X Y D in the track X and the. section D in the track Y whereby-the trains;

' fore' described in connection with section D, of. the. track. j

indicated by dotted lines; the main lead 62' of the section D is'shown extended to the. track Y by dotted lines 62 with the corresponding rail of track Y. while the return wire 25 is shown extended by dotted lines 1 25 to connect the corresponding rail of the track Y. Ina similar manner, the bell wire 36 of the section B is shown extended to track Y by the dotted lines 36" while the return wire for'the corresponding railof the insulated section B of track Y is indicated by dotted lines 23 as an extension of the return wire 23. c

The gate opening mechanism.

Again referring to thertwo-way single track X in Fig. 7 ,after the train haspassed the bell-ringing section B, the gate closing section D as well as the roadway B, it enters the insulated track section U which has the effect of elevating or opening the gates 11, 11. One rail of the section U is connected to the strip 21 by the wire 26 as heretofore described whereby the 1 circuit is normally completed through the wire 30,battery 29, wire 32, motor 31,-wire 78, switch .77, and wire 76, to the distributing plate 72; -The corresponding rail portion of the insulated track section U is connected by a wire 86 with a binding post 87 which in turn is connected by wire '88 with a bindingpost 89,

of the circuit changer Gr. A companion binding post 90 adjacent the post 89, is connected by a wire 91, with-the binding post 92 of the distributing plate 72. The'binding posts 89 and 90 have contact springs 93 and 94 automatically positioned in wiping con-x tact with the conducting segment 81 of the I body 82 of the circuit changer Gr which is automatically positioned in wiping contact with the conducting segment 81 of the body 82 of the circuit changer G which is'automatically positioned at such times to complete the electrical circuit as illustrated in Figs. '3 V trical circuit being completed by the train upon section U, themotor 31 is energized and its, operation causes the gates 11, 11 to open in the manner hereinafter described. The trainain this way leaves the gates eleand 6, of thefdrawings. The elecvated and the roadway R clear across the track X. The up section U for trains traveling the opposite direction from that just described, operates in a similar manner.

One rail of the section U is connected-by the wire 27 of the strip 21 as heretofore set forth,'while said strip 21 is electrically connected through, the motor ,31 with the dis,

tributing plate 72 also specifically noted above. The opposite rail of the section Uis connectedby, a wire 95 with a binding-post 96 which in turn is connected by a wire 97 with a binding post 98 of the circuit changer Gr; A companion binding post 99 is provided for the binding'post 98 upon the circuit changer G electrically connected by a wire 100 with, a binding post 101 on the distributing plate 72. p

The binding posts 98 and 99'are provided withcontact springs102, 103 respectively in contact with the conducting segment 81' of the body 82 of the circuit changer G when the mechanism of the governor is automatically positioned at such times for completing the electrical circuitlf'rom the insulated section U through the motor 31 and whereby the gates 11, 11" are elevated The employment of the ,uplsection U is shown upon track Y in Fig. 7, by a dotted" line 27 indicating an extension of the return wire 27 and with the corresponding rail of section U connected to the extension 95' of'the wire 95 also shown by dotted lines. In this manner it will be apparent that after the train has crossed over the roadway R with the gates closed, thepassing, of the machine over the up? sections of the track automatically elevates the gates to their open positions. f I, i o

The midi mechanism.

e Insulated sections of tracks C, C are positioned across'the highway R; and are designed to accomplish the automatic cutting out of the motor 31 whenever a train is upon the roadway R either in motion or standing still and, this prevents the elevating of the gates 11,11 by another train while the first mentioned train is positioned across the roadway; V 1 y 7 One .rail of the insulated ;-track sectionC is connected by the ,wire 28 to'the strip 21 heretofore IlOtGdythiS strip 21 being electricallyconnected through the switch 77 with the distributing plate 172.: 5 The compan on "rail of said section Cis 'connected'bya wire 104 with one binding post' 105 OfIa-controlling device for thefswitch 77 such "as the electro-magnet -106.- "i'lh'e;v oppositebinding post 107 of the magnet 106 is;conn'ected by I a wire108 with abinding post-109 which in turn is connected by a wire 1-10 with one side or binding'post lllfo'f the main service switch '77, the opposite binding post 112of-thef switch 77 having. the motor wire 7 8 connected thereto. 1

,With :a train upon the track; section 0, the electrical circuitwill 1 be. completed through. the :WiI'Q f 2 strip 21, mm 3 chat.-

other rail of the track section 0 upon which the train is positioned, the flow of current will take place through thecoils of the electromagnet 106 thereby energizing its core and attracting the armature 113 and oscillating the switch lever 114, upon its pivot 115 and opening the switch 77 The opening of the service switch 77 cuts out the motor 31 and the switch 77 will notclosetolpermit current to pass therethrough to operate any of the up or down mechanism until the insulated secti'ons'C or C are clear with the railsthereof 'unbridged. The connections vfor the automatic cut outimechanism are fully'shown for track X in Fig. 7 and in connection with track Y an extension of therlead-104'is shown by; dotted lines-104' attached to the portionof rail F forming a part ofthe insulated section C, The section of rail E in the insulated section C is. shown in circuitwith the strip 21. by means of an extension 28j of the return fWlIe 28 as also indicated by dotted lines. The motor 31 upon the base 13 is operatively connected by a train ofgears 116 with a power 'pinion117 in constant mesh with a driving gear 118 trunnioned; upon a post 119 carried by the base 13. A link 120 is pivoted as at 121 eccentrically upon the face of the disk gear 118 with its forward end pivotally connected at 122 to the opposite .arm ofthe bell crank rocker 41 from its atautomatically: operated to properlyposition a the conducting segment 42rrelative of the contact springs 43 and 46for controlling the 11 15 The bell crank rocker .41 being securedto the shaft 19 causes a partial rotation of the shaft 19 and its gear 18 for turning the gear; 17 andmoving the gate 11 through an arc of substantially 90. Theturning of the gear 18 from its position shown invFig. 1, in either direction, rocks the member 41 for elevating the gate 11 and .at the same time moves the switch 34 in the direction 5 indicated by the arrow. 4

The shaft 83 of the governor hjas a pinion 123 journaled thereon in. mesh with a rack 124 pivoted-at 125 beneath the shaft 83 and pivotally, connected. byalink 126 with an;

' the gate-11 by'the disk gear 118 is accomscribed.

opposite the shaft 83 whenever the rack 124 turns the disk l28substantially one-half of a revolution by: reason of the turning of theshaft 19' when the gate 11 is loweredand elevated. The lowering of the gates positions the governor as herein illustrated with the 'contact segment 81"engaged by the contact springs 102 and 103 of the openingsection of track U and with the section 81 contacted by the springs 93 and 94 of the elevating track section U. The elevating of plished by the-turning of the disk 128 in the direction indicated by the arrow in Fig. 1 of the drawing and whereby the gaging the arm 130 rotates the shaft 83 and the switch bodies 82 and 82 until-the arm 130' carried by the opposite end of the shaft 83passes a vertical plane through'the axis of the shaft 83 and whereupon the'spring 131 suddenly snaps the switch around to its position. Thiswill place the conducting segment 81 in contact with the springs 78 and 80 while thesegment 81' will be in contact with the springs 84 and 85 and the I mechanism will be in position for responding to the bridging of the rails of either of the track sections D or D and causing the lowering of the gates 11 and 11. While the two-way single track andits connections are illustrated in Fig.7 of the drawings which also includes in dotted lines the connections for the second track of a double-trackline, Fig. 8 ofthe drawings is designed to show the regular connections for a double-track system and it will be found to accurately operate with the entire mechanism installed as hereinbefore de:

y The, operation ofthe invention will be fully understood from the foregoing detailed description of all the operative parts and the, electrical connections therefor. The form of the invention herein setforth and described is believed to be the prefer- .ab le embodiment thereof but it willgne'vertheless be understood that changes may be 'made therein without departing fromi'the spirit and scope of the invention.

Having described invention, what I claim as new and desire to secure by Letters" Patent is:

1.'A railway 1 safety device for highway crossings comprising an oscillating gate adapted for movement across the highway, an electric lamp upon'the gate, an electrical bell adjacent the gate, an electric circuit for .the lamp adapted for automatic "closing when the gate is closed, an insulated track section over wh cha train is adapted to pass beforereachin'g the crossing, electrical con nections for the rails ofsaid section and said bell,- anautomatic switch in the bell circuit normally open when the gate is open,

7 a second insulated track section between the bell section oftrack and the highway, an

operating motor for the gate in circuit with said second track section adapted for closing the gate when the circuit between the rails of -said second track section is closed by a train positioned thereon, an electrical cut outfor the motor, an insulated track section across the highwayflwith the rails thereof electrically connected to the cut out adapted upon closing the circuit "between the rails by a train upon the crossing for actuating said out out whereby the circuits for" the 7 opening and closing track sections -is rendered inoperative. roller 129 en'- 2. A railway safety device for highway crossings comprising an oscillating gate.

adapted for movement across the highway,

anelectric lamp upon the gate, an electrical 1 bell adjacentthe gate, an. electric circuit for the lamp adapted for automatic closing when the gate is closed, an insulatedi track section over which a train is adapted to pass before reaching the crossing,electrical connections for the rails of said section and said bell, an 'automatic'switch in'the bell circui t normally open when the gate is open,'a sec 'ond insulated track section between the bell section of track and the highway, an opcrating niotor for the'gatefincircuit'with said second track section adapted for closing the gate when the circuit-between the rails of said sec'ond track section is closed by a train positioned thereon, a third insulated track; section at. the opposite side of the crossing from the other insulated sections and operatively connected to said m0- tor whereby the gate is adapted for opening upon the closing of the circuit betweenthe rails of said third section when atrainis positioned thereon after passing the highway, an electrical cut out for themotor, an

insulated 'tra'ck section across the highway 7 with the rails thereof electrically connected crossing for actuating fsaid cut out whereby track sections is rendered inoperative;

track road, an oscillating gate adjacent the 'to'the-cut out adapted upon'-'closingfthecir- *cuit between the rails bya trai'n upon-the 8. T Electric gate mechanism for a single '120 track adapted for positloning transversely of the highway crossing, operating mechanism for the gate, electric actuating means for said mechanism, insulated sections of track at opposite sides of the highway'elec- 'tricallyzconnect'ed to said electric actuating means wherebythe gate is; automatically lowered when astrain approaches the cross- 1n'g upon one of saidtra'ck sections selectively n e t er direction, second insulated sections between the opposite sides of the highway crosslng and the said lowering sections of track, electrical connections between the rails of said second track-sections, and the electrical operating mechanism whereby the gates are adapted for opening when the electrical circuit is closed between the rails of said section track sections by a train positioned thereon, an electrical cut out for the said electrical operating means, an insulated track section at the crossing electrically connected to said out outwhereby the electrical operating mechanism is rendered inoperative when a train is positioned upon the track at the highway. Y

4. Electric gate mechanism for a single track road, an oscillating gate adjacent the track adapted for positioning transversely of the highway crossing, operating mechanism for the gate, electric actuating means for said mechanism, insulated sections of track at opposite sides of the highway electrically connected to said electric actuating means whereby the gate is automatically lowered when a train approaches the crossing upon one of said track sections selectively in either direction, second insulated sections between the opposite sides of the highway crossing and the said lowering sections of track, electrical connections between the rails of said second track sections and the electrical operating mechanism whereby the gates are adapted for opening when the electrical circuit is closed between the rails of said second track sections by a train positioned thereon, an electrical cut out forthe said electrical operating means, an insulated track section at the crossing electrically connected to said out out whereby the electric operating mechanism is rendered inoperative when a train 18 posltioned upon the track at the highway, an automatic circuit changer mechanically connected to the gate operating mechanism and electrically connected in the circuits for the closing and opening track sections whereby the closing of the gate automatically breaks the circuit connections in the circuit changer for the gate closingv sections of track and closes the electrical connections in the circuit changer for the opening sections of the track.

5. An electrical safety device for highway crossings of double track lines comprising a gate adjacentthe' track adapted for oscillating movement across the highway, an operating'motor for the gate, insulated track sections for each of the tracks at opposite sides of the highway, electrical connections between the rails of said track sections and the motor adapted for closing an electrical circuit for actuating the motor to close the gate when a train upon either track is approaching the highway and for closing the circuit of the motor for opening the gate after the train has passed upon the track after crossing the highway, insulated sections of each track at the point of crossing the highway, an electrical cut out for the motor operatively connected to the rails of the track sections at the highway crossing whereby a train upon the track at the crossing is adapted for-closing the electrical circuit to the cut out and rendering the motor inoperative by trains upon either track of the railroad.

In testimony whereof I afiix my signature.

FRANK MAJ CHROWICZ. 

